The first-production Chevrolet Corvette ZR1, a.k.a. the fastest and most powerful Corvette in history, went up for auction at the Barrett-Jackson event over the weekend. Based on how much previous first-production Corvettes fetched in similar auction settings — the first-production Corvette Z06, for example, sold for $800,000 — we expected the ‘Vette ZR1 to sell in the neighborhood of $1 million. It never reached that amount, but we were still pretty close because the first-production ZR1 sold for a whopping $925,000.

“The first-production ZR1 sold for a whopping $925,000.”

Special variants of the Chevrolet Corvette are fetching ridiculous prices in auctions these days. In addition to the first-production Z06 and ZR1 models, first-production units of the coupe and convertible versions of the Chevrolet Corvette Stingray sold for $1.05 million and $1 million, respectively.

That’s a lot of money to be putting on cars that traditionally cost somewhere in the vicinity of $100,000 to $150,000. But that’s the appeal of the Corvette in the collectible market. Buyers pay millions for these first-production units because they know that the value of these cars could skyrocket under the right conditions. It could be true for the Corvette ZR1, especially if it retains its status as the fastest and most powerful Corvette in history. The provenance attached to a model of this caliber would be enough to see its price go through the roof.

“All the proceeds from that sale will go to the Stephen Siller Tunnel to Towers Foundation and its Building for America's Bravest program”

As surprising as it is for some people to see first-production Corvettes fetch close to seven figures, there is another aspect about these auctions that we can’t forget. Proceeds from these sales traditionally go to organizations that champion worthy causes. In the case of the ‘Vette ZR1, all the proceeds from that sale will go to the Stephen Siller Tunnel to Towers Foundation and its Building for America’s Bravest program. For those who are unfamiliar with the foundation’s work, the Siller family started it to honor the memory of their family member, Stephen Siller, who lost his life on Sept. 11, 2011, as a New York City firefighter. Part of the foundation’s mission is to build smart homes for catastrophically injured service members returning home and first responders.

Will wonders ever cease? It certainly doesn’t seem like it. Remember that electric Corvette from Genovation Cars that hit 200 mph in 2016 before being show off at Pebble Beach? Well, it will make another public appearance at the 2018 CES show in January, but this time with 800 horsepower and more than 700 pound-feet of torque on tap – figures that promise to push it to the 220-mph mark and all without the use of any dino juice… Oh, what a time to be alive.

Based on the C7 Corvette that’s about to be retired to make way for a new generation, the GXE was originally rated at just 492 kilowatts or around 660 horsepower and 600 pound-feet of twist. Those aren’t bad figures for an electric beast, that’s for sure. We’re not sure how Genovation did it, but it’s managed to provide the world with updated specs that now include an extra 140 ponies and at least 100 more pound-feet of torque. Those figures are pretty staggering, but even more so, when you consider the Corvette ZR1 delivers just 755 ponies and 715 pound-feet. Of course, this news also comes with more goodies too, including an updated specs sheet that promises a 60-mph sprint in less than three seconds and a top speed that peaks more than 220 mph.

There is a downfall, however, as that GXE Electric Vette won’t get you very far and you better not expect a fun day at the track. Despite the fact that battery technology is on the up and up, this baby only gets 130 miles or so from its 60-kWh battery pack, and there’s no word on charging time, either. So, when you shell out the $750,000 for one of those 75 models being created don’t expect to do a whole lot with it outside of some occasional playing or trotting back and forth around town.

The last time we saw CAD images for the mid-engined, C8 Corvette, Chevy lost its mind, sending out letters that asked publications to remove the images and it even used the digital copyrights act to have the images removed from another publication’s Facebook page. What Chevy doesn’t realize is that the mid-engined beast we’ve all been waiting for is the world’s worst-kept secret and, as evidence, we’re looking at more CAD images right now. The thing is, however, that we’re looking at a completely different engine setup this time around. Keep reading to learn more about it.

C8 Corvette LT7

The internet has revealed the C8 Corvette will include a DOHC twin-turbo V8. It's called the LT7 and it will likely form the basis of GM's next-generation V8 engine architecture… pic.twitter.com/j7G1AQAsbL

Based on what we saw in the previously leaked images, we were likely looking at either an early iteration of the engine or an engine that wasn’t the LT7 that you see here. The engine seen previously (shown below) didn’t even have turbochargers, and here we are looking at a turbo sitting down low, between the exhaust outlets and the intake manifolds – this is, without a doubt, the twin-turbo DOHC engine we’ve been hearing rumors about.

“Other differences include the positioning of the exhaust manifolds, the belt routing, the charge-air cooler, and the size of the intake itself”

Other differences include the positioning of the exhaust manifolds, the belt routing, the charge-air cooler, and the size of the intake itself – clearly, we’re talking about two different engines. On a side note, that old CAD image has a beefy transmission hooked to the rear, almost suggesting that it was the hybridized engine, which wouldn’t necessarily make sense without turbos, but at this point, anything is possible. To save room, the turbochargers could be added post-cat on that engine, with the flat area above that transmission reserved for the airbox. Oh, the possibilities. Either way, the new image that you see above should look familiar – after all, it is styled after the 3.6-liter LGW:

LGW pic for reference. Shows the closely coupled turbos going to water-to-air coolers on top. Water lines and the intake air boxes are flipped because of engine position. pic.twitter.com/XtodCQqACt

Much like the engine you see in the newest leak, it has the turbos on each exhaust outlet and the feed heading upward to the air coolers on top too. Now, the new engine looks to have a slightly different intake setup as far as where drawing in air happens, but that’s because we’re talking about a mid-engined setup here. Based on spy shots, the air will likely be drawn in from vents behind the doors. The belt routing between the LGW and the engine LT7 shown above are also quite similar. So, where Chevy to a 5.7, chopped off two cylinders and made it a 4.3 in the past, it’s now taking a 3.6, and adding two cylinders along with some other goodies to make extra power. So what do we know about the C8, mid-engined Corvette so far? Keep reading to find out…

The C8 Chevy Corvette

Official information as of this point is scant, and outside of seeing the Vette with our own eyes and seeing GM rush to have some leaked images pulled from the internet, we have yet to even receive confirmation of the beast we’ve all had wet dreams about. But, that hasn’t stopped us from garnering information from the images we do have, and there’s actually quite a bit.

C8 Chevy Corvette Suspension and Chassis

“The Vette will finally get coil springs, a first and a heavy request from Vette guys for years”

What we can make out from these images is that the Vette will finally get coil springs, a first and a heavy request from Vette guys for years. It will also run with magnetic shocks, and the upper and lower control arms appear to be carried over from previous generations with minor changes. The very odd thing here is that the rear chassis is downright massive and appears to be a blend of tube and cast parts – undoubtedly designed to cut down on twist (we’re looking at some serious horsepower that the rear end now has to deal with) and increase strength throughout the body. Whether it’s bolted or welded remains to be seen, but knowing GM, it will likely weld in this area, not for strength but simplicity and inability to repair later. The front frame itself looks to be hydroformed rails, which means it’s probably cast aluminum which could be good or bad at this point. Unibody construction might not have been a bad thing for the C8, but we may never know.

C8 Chevy Corvette Drivetrain, Brakes, and Driveline

In the previous leaks, we could tell that the engine didn’t have turbochargers, but this new engine clear rocks dual turbos on each manifold. Those exhaust manifolds, by the way, appear to be cast directly onto the head – something that means there will be no ability to upgrade to headers later if that’s what you’re into. There’s no transmission shown on the latest leak, however, the transmission in the old leaks was boxy and flat. It could have been a manual, could have been DCT, there’s just no telling. It was shaped oddly, and I’ve argued that – especially with the lack of turbos – it was designed as a hybrid transaxle unit, something we’ve been expected with the C8 generation.

The previous CAD images did show that the half-shafts were bolt-on units, which means removal and installation is a breeze, eliminating the need to drain the trans before replacement. Maintenance-wise, the basic stuff should be easy as Chevy has taken care to make the oil filter somewhat easy to get to, assuming it isn’t obstructed somehow once it’s installed in the vehicle. We also have word that the braking system will be phenomenal and reminiscent of what you would expect on your typical Ferrari or Lamborghini. One-piece rotors will be standard equipment, and you can expect six-piston calipers up front as base equipment while eight-piston units may be optional.

The Chevrolet Corvette ZR1 is the fastest and most powerful Corvette ever created. It has 755 horsepower and 715 pound-feet of torque on tap, and when used to its potential, it’s capable of sprinting from 0 to 60 mph in a staggering 2.6 seconds. These numbers are more than enough to leave people breathless, but one tuning company isn’t impressed. Not one bit, actually. Welcome, then, to the world of Hennessey, where 755-horsepower cars are shrugged off in favor of tuned versions of the same car, dialed up to as much as 1,200 horsepower.

There’s nothing surprising or shocking about this because we’re talking about Hennessey. This is the same outfit that gave birth to the mental Venom GT. It’s also the same company that served up an even more monstrous follow-up in the Venom F5. Oh, and we can’t forget about its tuning programs. There’s been a lot of them. But now, it’s the Chevrolet Corvette ZR1’s turn in the spotlight, and in true Hennessey fashion, it doesn’t disappoint. Not by a long shot.

What makes the Chevrolet Corvette ZR1 By Hennessey special

“The program for the Chevrolet Corvette ZR1 comes in three stages”

I’m not beating around the bush with this one. Actually, there’s no reason to, not when the facts are right in front of us. Hennessey has never been shy about showing off its wares, and it’s no different this time. The program for the Chevrolet Corvette ZR1 comes in three stages, beginning with the HPE850 program.

The HPE850 program

850 horsepower @ 6,300 rpm

715 pound-feet of torque @ 4,300 rpm

0-60 mph time: 2.6 seconds

Quarter-mile time: 10.3 @ 136 mph

Hennessey lower pulley upgrade

High-flow cylinder heads

Upgraded valve springs, intake, and exhaust valves

Upgraded lifters and pushrods

High-flow air induction system

Long-tube stainless steel headers

Stainless steel midpipes

High-flow catalytic converters

Custom Hennessey camshaft upgrade

Professional Installation

HPE engine management calibration

Dyno tuning and road testing

1 of 100 limited production

Hennessey and HPE850 exterior emblems

Hennessey premium floormats

Full tank of Shell V-Power Nitro+ 93 octane gasoline

Pennzoil Ultra Platinum synthetic oil and filter change

2 Year / 24,000-mile limited warranty

“That kind of power bump helps the ‘Vette sprint fro 0 to 60 mph in just 2.6 seconds before blowing through a quarter-mile in just 10.3 seconds at 136 mph.”

This is Hennessey’s HPE850 program for the Chevrolet Corvette ZR1. You’ll notice the significant amount of upgrades that a lot of work was put into turning the ZR1 into an all-conquering sports car. The sheer volume of new and updated components are staggering. The tuner added high-flow cylinder heads, an air induction system, and catalytic converters. In addition, the range of upgrades in the program includes new valve springs, exhaust valves, lifters, and pushrods. The headers even get changes of their own, specifically long-tube stainless steel types. But the most important element of this program is also the least conspicuous of all the new components. It’s the HPE engine management calibration, which is largely responsible for tuning the ZR1’s output to 850 horsepower and 715 pound-feet of torque. That kind of power bump helps the ‘Vette sprint fro 0 to 60 mph in just 2.6 seconds before blowing through a quarter-mile in just 10.3 seconds at 136 mph.

There’s something to be said for a mid-tier tuning program that already promises power levels in the four figures. That’s what we have here with Hennessey’s HPE1000 kit for the Corvette ZR1. You will notice that there are elements of this kit that are similar to what’s found in the HPE850 program. That’s by design because Hennessey wouldn’t waste its time and money working on a completely new program, only because it offers more power than the one below it.

So the usual suspect of upgrades stay. That includes the upgraded valve springs, intake, lifters, pushrods, and exhaust valves. It’s the same story with the new air induction system, the long-tube stainless steel headers, and catalytic converters. All these elements are found in both tuning kits.

The difference with the HPE1000 kit, though, is the addition of a few items, most prominently being the high-flow supercharger system. Take this particular element of the program, combine them with all the bits from the HPE850 kit, and you end up creating a program that can help the Corvette ZR1 achieve a staggering output of 1,000 horsepower and 966 pound-feet of torque. That allows the ZR1 to accelerate from 0 to 60 mph in just 2.5 seconds before slamming home a quarter-mile time of just 9.7 seconds at 147 mph. Top speed has also been rated at “more than” 220 mph.

The HPE1200 Program

1200 horsepower @ 6,400 rpm

1066 pound-feet of torque @ 4,000 rpm

0-60 mph: 2.2 sec.

1/4 mile: 9.2 sec. @ 147 mph -

Top speed: 230+ mph

High-flow supercharger system

7.0-liter engine upgrade

Custom aluminum pistons

Forged steel connecting rods

Ported cylinder heads

Custom HPE camshaft

Ported cylinder heads

Upgraded valve springs and retainers

Upgraded intake valves and exhaust valves

Upgraded lifters and pushrods

High-flow intercooling system

High-flow air-to-air intercooler

Long-tube stainless steel headers

Stainless steel midpipe

High-flow catalytic converters

HPE engine management calibration

Dyno tuning and road testing

Serial-numbered dash and engine plaques

Hennessey exterior badging

Hennessey premium floormats

Shell V-Power 93 octane gasoline

Pennzoil Ultra Platinum synthetic oil and filter change

2 Year / 24,000 Mile limited warranty

“Throw in the usual cocktail of upgrades and you have a Corvette ZR1 that can unleash 1,200 horsepower and 1,066 pound-feet of torque”

Right now, it’s important to remember that when you’re driving a car that has 1,200 horsepower under its hood, even the slightest of movements can be enough to make the car uncontrollable. I feel like I should tell you that before introducing you to the monstrosity that is Hennessey’s HPE1200 program for the Chevrolet Corvette ZR1.

You’ll notice that most of its offerings are also similar to the ones that are available on the HPE850 and HPE1000 programs. Again, that’s not by accident. What’s different with the HP1200 program is that it moves beyond tuning the Corvette’s V-8 engine and adding a supercharger into the mix.

This upgrade actually starts off with increasing the displacement in the engine, from 6.2 liters to 7.0 liters. The physical transformation of the engine also leads to the inclusion of new components, including aluminium pistons, forged steel connecting rods, and ported cylinder heads. Throw in the usual cocktail of upgrades and you have a Corvette ZR1 that can unleash 1,200 horsepower and 1,066 pound-feet of torque, enough to accelerate from 0 to 60 mph in a pulse-pounding 2.2 seconds before covering a quarter-mile in just 9.2 seconds at 147 mph. In case those numbers aren’t bananas enough by themselves, this program also helps the Corvette ZR1 achieve a top speed in excess of 230 mph.

There’s something to be said for a Chevrolet Corvette that’s considered the fastest and most powerful of its kind that has ever been created. That’s the distinction the new Corvette ZR1 comes with. It has 755 horsepower and 715 pound-feet of torque at its disposal, allowing it to sprint from 0 to 60 mph in just 2.6 seconds. Those are impressive numbers, but not quite good enough for a company like Hennessey. The American tuning shop that’s responsible for some of the most extreme tuning programs in the business has developed not one, not two, but three programs for the Corvette ZR1, topping out with the HPE1200 kit. Care to venture a guess what the “1200” in that kit’s name means?

“The first stage kit only gets the power level up to 850 horsepower, but even with that many horses, the ZR1 can already lay waste to some of the finest exotics in the land today”

We’re saving our full review of these programs for a later day. For now, it’s all about giving all of you a preview of what’s to come. See, Hennessey has a long history of tuning kits that bring power levels up to four figures. It has done so for cars like the Ford Mustang,Dodge Challenger,Chevrolet Camaro, and of course, past versions of the Corvette. All received massive tuning upgrades, and all of them showed results that were borderline inhuman.

This is what we can expect out of these programs for the 2019 Chevrolet Corvette ZR1. The first stage kit only gets the power level up to 850 horsepower, but even with that many horses, the ZR1 can already lay waste to some of the finest exotics in the land today. Now imagine if 1,000 ponies are coming out of the Vette’s 6.2-liter supercharged V-8 engine. Your guts will be coming up to your throat when you’re blasting off at speeds in excess of 220 mph.

It paints a pretty morbid picture, but still, that’s nothing compared to getting the top-of-the-line program. That’s the HPE1200 tuning program, and yes, that “1200” means that Hennessey was able to tune the ZR1’s V-8 to produce a staggering 1,200 horsepower. That’s hypercar-level power, folks.

“That’s the HPE1200 tuning program, and yes, that “1200” means that Hennessey was able to tune the ZR1’s V-8 to produce a staggering 1,200 horsepower.”

Hennessey hasn’t said how much each of the tuning programs will cost, but it did say that only a handful of examples of each upgrade will be made available. That’s probably for the best because I can’t imagine someone being able to enjoy the full potential of a 1,200-horsepower Corvette ZR1 without soiling his trousers.

Turned on its side, a wheel missing, various engine items thrown about, and the passenger seat ejected. How any person could walk away from such a horrific crash is mindboggling, but that’s exactly how things went for the unknown driver of the Chevy Corvette Z06 that you see above. As of now, details are scant, but a handful of pictures posted by Thomas Minnear on Facebook show the aftermath of a crash that was likely facilitated not only by speed but by excessively worn tires as easily noticed by shots taken of the tire that came off during the accident. Even without an official police report, it’s pretty easy to see that the driver of this car was quite lucky to have walked away.

Mr. Minnear posted what has to be the most relevant comment of the year along with the photos: “I’d say his angel was riding shotgun.” That’s pretty much an understatement considering the fact that the driver has reportedly walked away and, had there been a passenger (other than a guardian angel, of course,) they probably wouldn’t have been so lucky. In the end, the driver’s ego is tarnished, his car destroyed, his angel scared shitless, but in the end, he and those in the house still have their life, so you could say things managed to work out. Keep reading to hear our thoughts and see a full gallery from the accident.

You’ve Gotta Keep Up on Maintenance

“In the end, the driver’s ego is tarnished, his car destroyed, his angel scared shitless, but in the end, he and those in the house still have their life”

It may be said that the driver lost his car but, as they say, Karma is a bitch. In this case, it’s quite likely that the driver was traveling at higher speeds. I wouldn’t necessarily say extremely excessive, but he wasn’t going slow either. Despite the fact that the passenger seat, alternator, coolant reservoir, one wheel, a brake caliper, part of the exhaust, and various body parts were thrown about, one critical piece of information is given from the pictures at hand: The driver didn’t take care of his Vette as well as he should have. Just look at the condition of those tires. Those summer tires aren’t what we would call being “in the best condition,” and are really teetering on the line of being unsafe altogether. Even if the driver was going, say a speed of 55 mph, which may have been legal, he probably didn’t stand much of a chance in a hard turn or on a slick surface.

In the end, everyone (except for maybe his guardian angel, that is) came out without serious injury, so that’s the most important thing. What do you all think about this accident? Without being there and just looking at the pictures, can you tell us what happened? We’re curious to hear your thoughts.

The 2017 Los Angeles Auto Show is here, and with it comes a fresh batch of four-wheeled goodies to pick through. With more than 50 debuts and over 1,000 vehicles in attendance, the LAAS is the West Coast destination if you’re looking for the latest and greatest from the world’s top automakers. The paint has barely dried by the time these machines roll into the Southland, and attendees get an enticing opportunity to check out what’s headed to dealers before deliveries commence. This year, we saw loads of good stuff, like updated icons, new speed machines, and even an interesting concept or two, all of which is worthy of your collective auto-flavored attention. As such, we put together the following list of exceptional debuts from this year’s event for your reading enjoyment. These are TopSpeed’s picks for Best In Show from the 2017 LA Auto Show.

Of course, it’s entirely possible you’ve got other ideas about what belongs on this list. If that happens to be the case, feel free to post your picks in the comments below, and don’t forget to tell us why you think they deserve the title of Best In Show!

Continue reading to learn more about our picks for Best In Show from the 2017 Los Angeles Auto Show.

The new Wrangler has arrived, and it’s bringing with it oodles of tempting options. Body styles include both two-door and four-door iterations, while behind the vertical grille slats, you’ll find one of three engine options. Cog swap duties are handled by one of two transmission options, one of which is a brand-new eight-speed automatic.

The updates continue inside, where we find a modernized interior layout, complete with a new infotainment system. Jeep even showed off a complete line of available upgrades and parts from Mopar. That’s all well and good, but the most important part of this machine is what it can do straight from the factory, and thankfully, the Jeep still looks like one helluva off-roader out of the box. Providing the grip is a 4WD system with features like a 2.72:1 crawl ratio and a 4LO 4:1 ratio with locking differentials for the Rubicon. Then there’s the Rubicon’s ability to wade through water 30 inches deep, its 10.9 inches of ground clearance, and its standard 33-inch tires. All told, this thing has all the capability as the old model, wrapped in a new school package.

It’s no secret we’re fans of the Saleen S7. Rear-mid engine, RWD, and 750 horsepower stuffed into an aero-friendly body that looks like it might cut ‘ya if you stare at it too long… what’s not to like? Now, Saleen is once again offering up something new, and while it might not have the same over-the-top aggression as its older sibling, it’s still got that high-performance allure we’ve come to expect from the brand. Carbon fiber, aluminum, and a compact body keep it light, while a mid-mounted turbo 2.5-liter four-cylinder sends as much as 450 horsepower to the rear wheels. A run to 60 mph takes just 3.5 seconds, while the quarter mile is dispatched in 11.3 seconds. Top speed clocks in at 180 mph.

While it might have four doors and FWD, this Japanese sedan still has plenty of zoom-zoom under the hood. Now, all that go arrives with turbocharged levels of motivation, as Mazda fits the latest 6 with an upgraded and boosted 2.5-liter four-cylinder for the 2018 model year. Outside, we find a few nips and tucks to the already great looking styling, while the interior sees a substantial refit with higher-quality trim and a simplified layout. We’re fans – now it just needs a dash of AWD, eh Mazda?

Following an unveiling of the hardtop coupe variant in Dubai, the ZR1 arrived in LA for its stateside debut, rocking an open-air top and a searing shade of orange paint. Like the coupe, the ZR1 convertible comes proper with a supercharged 6.2-liter V-8, which gets drenched with dino juice thanks to a unique dual fuel injection system (both direct and port injection for this monster). Output is rated at 755 horsepower and 715 pound-feet of torque, all of which is sent to the ultra-wide rear wheels by way of either a seven-speed manual or an eight-speed automatic. Then, of course, there’s all that carbon fiber, which gets applied to the front splitter, side skirts, and rear wing, plus the enormous engine cover sticking out of the hood. Wanna get noticed?

There’s usually no shortage of outdoorsy-themed SUV concepts, no matter what show you’re talking about, but this concept caught our attention all the same. For starters, if actually looks pretty good, with big, chunky features that work well with the motif, plus a layered front fascia that doesn’t make you want to run and hide. A variety of mounts and carrier racks provide spots to store your gear, while external cameras help to record every move you make in the great outdoors. Finally, a hybrid powertrain keeps it green while crawling through the dirt.

The 2017 Los Angeles Auto Show is here, and with it comes a fresh batch of four-wheeled goodies to pick through. With more than 50 debuts and over 1,000 vehicles in attendance, the LAAS is the West Coast destination if you’re looking for the latest and greatest from the world’s top automakers. The paint has barely dried by the time these machines roll into the Southland, and attendees get an enticing opportunity to check out what’s headed to dealers before deliveries commence. This year, we saw loads of good stuff, like updated icons, new speed machines, and even an interesting concept or two, all of which is worthy of your collective auto-flavored attention. As such, we put together the following list of exceptional debuts from this year’s event for your reading enjoyment. These are TopSpeed’s picks for Best In Show from the 2017 LA Auto Show.

Of course, it’s entirely possible you’ve got other ideas about what belongs on this list. If that happens to be the case, feel free to post your picks in the comments below, and don’t forget to tell us why you think they deserve the title of Best In Show!

Continue reading to learn more about our picks for Best In Show from the 2017 Los Angeles Auto Show.

The new Wrangler has arrived, and it’s bringing with it oodles of tempting options. Body styles include both two-door and four-door iterations, while behind the vertical grille slats, you’ll find one of three engine options. Cog swap duties are handled by one of two transmission options, one of which is a brand-new eight-speed automatic.

The updates continue inside, where we find a modernized interior layout, complete with a new infotainment system. Jeep even showed off a complete line of available upgrades and parts from Mopar. That’s all well and good, but the most important part of this machine is what it can do straight from the factory, and thankfully, the Jeep still looks like one helluva off-roader out of the box. Providing the grip is a 4WD system with features like a 2.72:1 crawl ratio and a 4LO 4:1 ratio with locking differentials for the Rubicon. Then there’s the Rubicon’s ability to wade through water 30 inches deep, its 10.9 inches of ground clearance, and its standard 33-inch tires. All told, this thing has all the capability as the old model, wrapped in a new school package.

It’s no secret we’re fans of the Saleen S7. Rear-mid engine, RWD, and 750 horsepower stuffed into an aero-friendly body that looks like it might cut ‘ya if you stare at it too long… what’s not to like? Now, Saleen is once again offering up something new, and while it might not have the same over-the-top aggression as its older sibling, it’s still got that high-performance allure we’ve come to expect from the brand. Carbon fiber, aluminum, and a compact body keep it light, while a mid-mounted turbo 2.5-liter four-cylinder sends as much as 450 horsepower to the rear wheels. A run to 60 mph takes just 3.5 seconds, while the quarter mile is dispatched in 11.3 seconds. Top speed clocks in at 180 mph.

While it might have four doors and FWD, this Japanese sedan still has plenty of zoom-zoom under the hood. Now, all that go arrives with turbocharged levels of motivation, as Mazda fits the latest 6 with an upgraded and boosted 2.5-liter four-cylinder for the 2018 model year. Outside, we find a few nips and tucks to the already great looking styling, while the interior sees a substantial refit with higher-quality trim and a simplified layout. We’re fans – now it just needs a dash of AWD, eh Mazda?

Following an unveiling of the hardtop coupe variant in Dubai, the ZR1 arrived in LA for its stateside debut, rocking an open-air top and a searing shade of orange paint. Like the coupe, the ZR1 convertible comes proper with a supercharged 6.2-liter V-8, which gets drenched with dino juice thanks to a unique dual fuel injection system (both direct and port injection for this monster). Output is rated at 755 horsepower and 715 pound-feet of torque, all of which is sent to the ultra-wide rear wheels by way of either a seven-speed manual or an eight-speed automatic. Then, of course, there’s all that carbon fiber, which gets applied to the front splitter, side skirts, and rear wing, plus the enormous engine cover sticking out of the hood. Wanna get noticed?

There’s usually no shortage of outdoorsy-themed SUV concepts, no matter what show you’re talking about, but this concept caught our attention all the same. For starters, if actually looks pretty good, with big, chunky features that work well with the motif, plus a layered front fascia that doesn’t make you want to run and hide. A variety of mounts and carrier racks provide spots to store your gear, while external cameras help to record every move you make in the great outdoors. Finally, a hybrid powertrain keeps it green while crawling through the dirt.

Recently revealed in successive events in Dubai and Los Angeles, the ZR1 Coupe and Convertible are absolute beasts, rocking the most power and highest top speed of any production ‘Vette ever created. But this synthesis of all-American muscle and race-bred performance wasn’t the culmination of some drawn-out development process. Rather, it was more of a spur-of-the-moment kinda thing, as confirmed by Corvette Chief Engineer Tadge Juechter in a recent interview with GM Authority.

Continue reading for the full story.

The Full Story

“This synthesis of all-American muscle and race-bred performance wasn’t the culmination of some drawn-out development process”

In the interview, Juechter says GM was far more concerned dealing with immediate issues than long-term plans when the C7 dropped in 2013. “We don’t always do a ZR1 every generation of Corvette… we weren’t looking that far ahead. We did the C7 in a panic coming out of bankruptcy, with the C6 being long in the tooth,” Juechter said.

However, Juechter continued by saying the C7 platform still needed to have some extra performance potential left in reserve, just in case. “But most of us worked on the C6, so it was always in the back of our minds that the architecture needs to be capable of going farther if someday we were able to do (a ZR1).”

Then the Z06 dropped, and it didn’t look like the C7 would get any faster. But, as is often the case, the ceaseless progression of technology afforded new opportunities for the team and, in just a few short years, the ideas started to fly.

“The ceaseless progression of technology afforded new opportunities for the team and, in just a few short years, the ideas started to fly.”

“We started working with our suppliers; we started doing experiments, we actually built some cars with big aero wings… and we were starting to see what we could get out of a wing package, and see if that was a big advantage over the Z06,” Juechter said.

Eventually, the team put together something resembling the new ZR1. “New front clip, new engine, rear wing, everything… and a program that made business sense for the company,” Juechter said. “That’s another reason why Corvettes have such long life cycles. We have a lot of things to do, and technology evolves during the lifecycle.”

As a reminder, the Corvette ZR1 comes equipped with 755 horsepower from a supercharged 6.2-liter V-8, plus a huge amount of downforce from a variety of carbon fiber exterior elements. Carbon ceramic brakes haul it down, while magnetic suspension helps it turn. The sprint to 60 mph takes less than 3 seconds, while top speed eclipses 210 mph.

Recently revealed in successive events in Dubai and Los Angeles, the ZR1 Coupe and Convertible are absolute beasts, rocking the most power and highest top speed of any production ‘Vette ever created. But this synthesis of all-American muscle and race-bred performance wasn’t the culmination of some drawn-out development process. Rather, it was more of a spur-of-the-moment kinda thing, as confirmed by Corvette Chief Engineer Tadge Juechter in a recent interview with GM Authority.

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The Full Story

“This synthesis of all-American muscle and race-bred performance wasn’t the culmination of some drawn-out development process”

In the interview, Juechter says GM was far more concerned dealing with immediate issues than long-term plans when the C7 dropped in 2013. “We don’t always do a ZR1 every generation of Corvette… we weren’t looking that far ahead. We did the C7 in a panic coming out of bankruptcy, with the C6 being long in the tooth,” Juechter said.

However, Juechter continued by saying the C7 platform still needed to have some extra performance potential left in reserve, just in case. “But most of us worked on the C6, so it was always in the back of our minds that the architecture needs to be capable of going farther if someday we were able to do (a ZR1).”

Then the Z06 dropped, and it didn’t look like the C7 would get any faster. But, as is often the case, the ceaseless progression of technology afforded new opportunities for the team and, in just a few short years, the ideas started to fly.

“The ceaseless progression of technology afforded new opportunities for the team and, in just a few short years, the ideas started to fly.”

“We started working with our suppliers; we started doing experiments, we actually built some cars with big aero wings… and we were starting to see what we could get out of a wing package, and see if that was a big advantage over the Z06,” Juechter said.

Eventually, the team put together something resembling the new ZR1. “New front clip, new engine, rear wing, everything… and a program that made business sense for the company,” Juechter said. “That’s another reason why Corvettes have such long life cycles. We have a lot of things to do, and technology evolves during the lifecycle.”

As a reminder, the Corvette ZR1 comes equipped with 755 horsepower from a supercharged 6.2-liter V-8, plus a huge amount of downforce from a variety of carbon fiber exterior elements. Carbon ceramic brakes haul it down, while magnetic suspension helps it turn. The sprint to 60 mph takes less than 3 seconds, while top speed eclipses 210 mph.

First introduced in 1969, the Corvette ZR1 has been offered for all generations since the C3, except for the C5 model. This pretty much makes it a constant presence in the Corvette lineup. However, when Chevy revised the ZR1 for the first time in 1990 after a 21-year absence, it didn’t offer a convertible version. The drop-top was ignored with the C6 model, produced between 2009 to 2013, too. Chevrolet finally took the roof of the ZR1 at the 2017 Los Angeles Auto Show, unveiled the convertible model only weeks after it launched the beefed-up coupe. This makes the C7-gen Corvette ZR1 Convertible the first topless ZR1 in 48 years, and the event requires a bit of celebration with a proper comparison between the two.

The ZR1 nameplate has come a long way all these years, and this comparison’s purpose is to showcase just that. Now a full-fledged, stand-alone performance model with radical changes compared to the standard car, the ZR1 actually started life as a package for a trim that wasn’t even the most powerful in the lineup. But let’s find out more about that in the comparison below.

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How They Came to the Market

“The first ZR1 was conceived by Zora Arkus Duntov, who wanted a race-ready Vette with a small-block engine”

The first ever ZR1 Convertible came to be in 1969, when the Chevy launched the ZR1 upgrade for the LT1 model. The bundle was conceived by Corvette chief engineer Zora Arkus Duntov, who wanted a race-ready Vette with a small-block engine. Duntov applied the lesson learned from the big-block L88 model and used almost identical chassis preparation and drivetrain updates to develop the ZR1. Despite being labeled as a special engine upgrade, it was basically a small-block version of the all-conquering V-8.

The current ZR1 arrived in 2017, a full four years into the C7-generation Corvette’s life-cycle. Unlike its grand-grandfather, the C7 ZR1 received a brand-new, exclusive engine and a unique aerodynamic kit on top of the retuned chassis and suspension. It was also design as a stand-alone, full-time model and not just a package upgrade to existing versions like the standard Corvette or the Corvette Z06. You’re not buying any options and you’re not stuck with an engine already available in other models.

Exterior

“The C7-gen ZR1 is a significant departure from the first ZR1, as it features a comprehensive aerodynamic kit”

The ZR1 upgrade for the C3-generation was as subtle as they get design-wise, because there were no styling add-ons included. Customers got exactly what they ordered on the their LT1 models, nothing more, nothing less. Except for the wheel covers. While these were optional on all versions, they were removed from the ZR1’s list. This strategy basically placed the ZR1 below the L88, which came with a bulged hood and special graphics.

The C7-gen ZR1 is a significant departure from this concept, as it features a comprehensive aerodynamic kit. There’s a redesigned front bmper with large intakes, a unique engine hood, side sill extensions, a carbon-fiber splitter, and exclusive wheels. On top of that, customers have two wings to choose from. There’s a low wing that delivers the highest top speed and a high wing that offers maximum downforce and forces quicker laps on the race track. All told, the ZR1 is instantly recognizable when parked alongside the standard and Z06 models.

Interior

“The power windows, air conditioning, rear window defogger, and the radio were deleted from the C3 ZR1's configuration.”

The story is pretty much the same here, as the ZR1 package added nothing to the C3 LT1’s interior. It actually removed a few things in order to keep it as light as possible for race-track duty. The power windows, the air conditioning system, the rear window defogger, and the radio were deleted from the LT1’s configuration.

Moving over to the C7-gen Corvette ZR1, it gets a number of unique features. The steering wheel comes with carbon-fiber inserts, while the seats are wrapped in leather and Alcantara. There’s carbon-fiber on the dashboard and center stack too, while a bronze aluminum trim adds more uniqueness to sporty cabin.

Drivetrain

“The C3 ZR1 was rated at 370 horsepower, but it was no match for the 7.0-liter big-block-engined Corvettes of the era”

This is where the ZR1 magic happened for the C3 Corvette. Sort of. The upgrade mated a Muncie M22 heavy-duty four-speed transmission, known as the “Rock Crusher,” to the V-8 engine and added an aluminum radiator with surge tank and metal fan shroud, a lightweight flywheel, and a heavy-duty L88 starter. The chassis was almost identical to the big-block L88 model and included special, stiffer springs and shocks, a stabilizer bar, and spindle-strut shafts. The ZR1 also gained J56 power brakes, but the power steering was removed for weight-saving purposes. The 5.7-liter V-8 didn’t change beyond the radiator, flywheel, and starter. Output was rated at 370 horsepower, which was pretty solid for 1969, but the LT-1 was no match for the 7.0-liter big-block engines output-wise. The ZR was actually upgraded to big-block LS-6 specifications in 1971, but the nameplate was changed to ZR2 for this model. Output increased to 425 horsepower.

“Unlike its predecessor, the C7 ZR1 Convertible, gets its own unique engine”

Unlike its predecessor, the C7 ZR1 Convertible gets its own unique engine. Called the LT5, it displaces 6.2 liters, which makes it larger than the original LT-1. It also stands out for using forced induction in the form of a massive supercharger. The bundle generates 755 horsepower, more than twice as much as the original ZR1. It’s obviously quicker from 0 to 60 mph, needing less than three seconds to hit the benchmark, and hits a top speed of 210 mph, figures that were considered science-fiction back in the late 1960s. The modern ZR1 can also be ordered with an automatic transmission. The C3 model was restricted to a manual. Some say that having a manual is better for performance cars, but it’s nice to have options right?

Pricing and Production

“A 50-year-old ZR1 will cost you more than the current version!”

The first-even ZR1 package was priced at $1,221, almost a quarter of the LT-1 sticker of slightly over $5,000. The ZR2 package was a bit more expensive at $1,747, as was the model it was based on in 1971, when the Corvette’s price jumped to $5,500.

The ZR1 upgrade was offered from 1970 to 1972 and total production included 53 units. Only eight convertibles were fitted with the ZR1 package in 1970, which makes it the rarest small-block Corvette in history. The ZR2 was very short-lived, offered in 1971 only. The big-block model was built in just 12 examples, two of which were convertibles.

The C7-generation Corvette ZR1 was launched with a starting price of $119,995. Compared to the C3 model, it’s a significant jump from the standard model and even the Z06, which retail from $55,495 and $84,055 for the 2018 model year. Just like its ancestor, production will probably span over a few years only, but Chevy will build significantly more C7 ZR1s. Thousands are likely to hit the streets until the C7 is discontinued.

Due to the first-gen ZR1 being so rare, mint-condition models fetch in excess of $200,000 at auctions, while well-maintained cars that need mild restoration go for at least $130,000. Yes, a 50-year-old ZR1 will cost you more than the current version.

Conclusion

Given the massive, near-50-year between the C3 and C7 ZR1s, this comparison is only a way to see how the nameplate evolved in half a century. The C7’s performance is colossal compared to the original ZR1, which is proof that technology has made tremendous progress. The most important fact here is that the C3 ZR1 was a pretty spectacular car for its era, much like the C7 ZR1 is stepping into supercar territory with more affordable pricing. Granted, the C7 ZR1 is the true king of C7 Corvette performance-wise, whereas the C3 ZR1 wasn’t as powerful as the big-block cars, but the latter still has a special place in Corvette history. The big question is will the C7 ZR1 be as desirable and expensive in 50 years as the C3 ZR1 is in 2017 compared to 1970?

Unveiled in mid-November 2017, the C7-gen Corvette ZR1 is the quickest, most powerful, and most aerodynamic Corvette ever built. At the 2017 Los Angeles Auto Show, Chevrolet also unveiled a convertible version, only the second such body style to be offered since the original ZR1 was introduced back in 1969. While launching the ZR1 Convertible, Chevrolet announced that the first production unit of the ZR1 will be auctioned for charity in January 2018. Specifically, a coupe example will go under the hammer at the Barrett-Jackson event in Scottsdale, Arizona on January 20.

All proceeds collected by the 755-horsepower, 715-pound-foot supercar will benefit the Stephen Siller Tunnel to Towers Foundation, which builds mortgage-free smart homes for severely injured firefighters through its Building for America’s Bravest program. The foundation is named for a New York City firefighter and first responder who died during the World Trade Center terrorist attacks of September 11, 2001.

The Corvette ZR1 joins an impressive lineup of first-production models that were auctioned for charity by Chevrolet in recent years, like the Corvette Z06 and several Camaro models, including the drag-spec COPO. Given that the Corvette Z06 was auctioned for $1 million back in 2015, it’s safe to assume that the ZR1 will also raise a seven-digit sum for the Stephen Siller Tunnel to Towers Foundation. We will be back with the result in January.

Being an employee of a fast food chain doesn’t traditionally come with a lot of perks. But just in case you’re an employee of Taco Bell, you should know that you qualify for a discount of a little more than $4,000 on a Chevrolet Corvette. Turns out, employees of the fast food restaurant are considered suppliers to General Motors. That designation means that you’re eligible for discounts under GM’s Supplier Pricing scheme. It’s not just the Corvette either as a significant number of models under the Chevrolet, Buick, GMC, and Cadillac model are included in the discount program.

For those who are unfamiliar with it, the GM Supplier Discount is a program that was created by General Motors to reward supplier companies that do business with the automaker. It’s essentially a “thank you” program by the automaker to show appreciation for its suppliers.

In this case, Taco Bell is counted as a GM supplier, so its employees get the same perks and benefits as other companies that are also in business with the automaker.

The Chevrolet Corvette Carbon 65 Edition is a saucy little number, isn’t it? Thanks to General Motors and the George W. Bush Presidential Center, you now have a chance to become the first owner of the special edition sports car when it goes up for auction at the upcoming Barret-Jackson Scottsdale event this coming January. Proceeds from the sale from the auction will go to the Bush Center’s Military Service Initiative, a charity that focuses on supporting post-9/11 veterans and helping them transition back to civilian life. The charity is supported by no less than former US President George W. Bush.

The Corvette Carbon 65 Edition made its debut at the 2017 New York Auto Show in April, created in no small part to Chevy’s motivation to celebrate the 65th anniversary of the legendary sports car. The car itself isn’t a special edition in the traditional sense of the phrase. Instead, the Carbon 65 Edition is a package that can be added to either coupe or convertible versions of the Corvette. The package consists mainly of exterior and interior upgrades, and Chevy is only creating 650 of them. That “numbered” status is a big part of the Corvette Carbon 65 Edition’s appeal, and the fact that the first-of-its-kind is headed to the Barrett-Jackson Scottsdale auction makes this specific model all the more desirable. So is the fact that it will be signed by President Bush himself. That’s an extra shot of provenance for a special edition package that breathes new life into the iconic American sports car.

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Start the new year off with an auction score!

“Proceeds from the sale from the auction will go to the Bush Center’s Military Service Initiative, a charity that focuses on supporting post-9/11 veterans and helping them transition back to civilian life”

I don’t suppose that there any more lingering doubts about the appeal of the Chevrolet Corvette Carbon 65 Edition. It’s numbered to just 650 units all over the world, so there’s a specific figure attached to its status of exclusivity. It also comes with plenty of exclusive features, beginning with significant modifications to the Corvette’s body. Some of the more obvious of these exclusive options include a Ceramic Matrix Grey finish on all the visible carbon fiber elements in its body. Coupe models of the Corvette Carbon 65 Edition also gain a carbon fiber hood section, carbon fiber roof, and blacked out wheels with their own carbon fiber logo center caps. On the other hand, convertible models stand to get carbon tonneau inserts. Step inside, and the cabin of the Corvette Carbon 65 Edition is treated to a Jet Black suede upholstery with matching gloss carbon fiber trim and a carbon fiber steering wheel. Blue stitching throughout adds color while the “Carbon 65 Edition” sill plates make for perfect identifiers of the car’s special edition status.

Each of the 650 units of the Corvette Carbon 65 does not come with any engine upgrades. The good news is that, as well as coming in either coupe or convertible versions; the package is also available to different versions of the ‘Vette. If you opt for the Corvette Grand Sport, you stand to get a 6.2-liter V-8 engine that produces 460 horsepower and 465 pound-feet of torque. Spend a little more on the car, and you can get the Corvette Z06 that comes with a supercharged LT4 engine and an output of 650 horsepower and 650 pound-feet of torque. Both variants of the Corvette include options for a seven-speed manual or an eight-speed automatic transmission.

“Prices for the Corvette Carbon 65 Edition vary depending on the variant, though the cost of the package itself is fixed at $15,000”

Prices for the Corvette Carbon 65 Edition vary depending on the variant, though the cost of the package itself is fixed at $15,000. Get the Grand Sport 3LT trim that starts from $76,190, and you’re looking at total cost of $91,190. Loosen those purse strings a bit more, and you can avail of the Z06-based Corvette Carbon 65 Edition in either coupe or convertible versions for a total cost of $104,390 and $108,390, respectively.

Then again, the best way to get some provenance to go with your Chevrolet Corvette Carbon 65 Edition it to make a run at the first-production model that’s signed by a former POTUS when it goes under the hammer at Barrett-Jackson Scottsdale on January 2018.

When you’ve been around as long as I have, you realize that cinematography is going downhill. Yes, I know, new movies have a ton of cool special effects and CGI is getting better and better, but movies have been lacking substance for decades now. The fingers on my two hands are enough to count the great movies I’ve seen in recent decades. The rest of them… well, the same cliches and expensive struggles to make up for the lack of originality with fancy special effects and computer-generated imagery. This might piss you off, but all those superhero movies, the James Bond franchise, and the latest sci-fi stuff suck. Things get worse in the comedy business. I can’t say I laughed too much during 2017’s best-rated comedy films. Mel Brooks and John Cleese may still be alive as of 2017, but comedy screenwriting is as dead and stiff as a doorknob.

Oh, you’re probably wondering what’s with all the movie hate in a Chevrolet Corvette article. Well, it’s all Chevy’s fault. Don’t know if you noticed this, but its press release for the Corvette ZR1 end with the phrase “it’s good to be the king!” As in the new ZR1 is the king of the Corvette reign. Or maybe even the king of the sports car business. That’s cool for marketing, but what you might not know is that the phrase is taken word by word from “History of the World,” an anthology comedy film written, produced, and directed by Mel Brooks. It was launched in 1981, and it became a classic. And, in case you haven’t seen it yet, which is very likely if you think the “American Pie” series is funny, the “it’s good to be the king” phrase is used in its final sketch, “The French Revolution,” by King Louis of France, played by Mel Brooks.

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Corvette with a mustache

The king is depicted as a pervert. A smug person that’s only interested in his own well-being. He’s playing chess with real people on a huge board in the yard and makes up his own rules to win games. He gropes women living in and around his castle and requests sexual pleasures to fulfill his duty as king. Oh, and he has a tiny mustache, a mole on his right cheek, and a wig. And like any king out there, he wears a golden crown. Here, have a look at some highlights from the said scene.

Granted, the Corvette ZR1 doesn’t come with a mustache or a mole, but it comes with a bad attitude.

It will grope pretty Japanese sports car on the race track before leaving them behind in a trail of smoke. And it’ll yell “it’s good to be the king” as it crosses the finish line. Giving a crap about others would be the last thing on its mind. It’s the king of the Corvette dominion and a solid candidate to rule the sports car market. And that’s what kings do. They are smug, vain, and arrogant. And needless to say, the Corvette ZR1 is definitely a pervert by way of exterior design, drivetrain, and performance.

Okay okay, I might like Mel Brooks’ work a tad too much but there’s must be a reason why Chevy ended its press release the way it did. Either the person who wrote it is also a “History of the World” fan or Chevy is trying to prepare the competition for what’s coming when the ZR1 hits the streets and the race tracks. Fear the mustache! And supercharged V-8 engines!

Chevrolet just introduced the latest Corvette ZR1, setting a new benchmark for the iconic sports car. Not only the quickest and most powerful Corvette ever built, the new ZR1 is also the most aerodynamic iteration of the car and comes with features usually found on high-end supercars. It definitely eclipses every road-legal Corvette built to date in terms of performance. It also wins battles with every classic Vette I can think of, but it’s not the only Corvette that made a massive impact upon arrival. It’s rather difficult to talk about Corvettes from the past with a car as incredible as the new ZR1 on its way to showrooms, but I compiled a list of iconic models that deserve to share the same celebrity page with this supercharged monster.

I’ve made my picks based on a few factors. For starters, I wanted to include at least one model from each generation, so this list goes back to the original C1. I also took horsepower and performance in consideration, as well as market impact and production figures, favoring limited-edition models that evolved into prized collectibles. I also included a concept, an experimental racing project that barely made it out of the factory, as well as an aftermarket upgrade, just to add an extra bit of flavor to the selection. Check it out below.

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1955 Corvette V8

The first-generation Corvette is now regarded as one of the most iconic classic cars out there, but the truth is that the C1 was very close to be discontinued after only a couple of years on the market. Which would have put an end to the Corvette nameplate and all the great cars that followed. Launched with an inline six engine that wasn’t particularly exciting, the first Corvette was also plagued with water leaks, doors that wouldn’t stay shut, and shoddy quality of the otherwise innovative fiberglass body. These issues and the negative customer reaction caused sales to plummet, with only 2,500 units sold in 1954. Things didn’t look good for the Corvette, and Chevy was already thinking about pulling the plug.

But things changed dramatically in 1955. While not yet part of the Corvette project, Zora Arkus-Duntov insisted that the brand’s new 4.3-liter, small-block V-8 was added to the car. The 195-horsepower unit not only improved the Corvette’s marketing and image but also enabled it to compete with the then-new Ford Thunderbird. The 0 to 60 sprint dropped from 11 seconds to a more impressive 8.5 seconds with the V-8, while the three-speed manual transmission turned into a true driver’s car. As a result, Duntov was also named the director of high-performance vehicle design and development for Chevrolet in 1956.

1962 Corvette Grand Sport

“Zora Duntov initiated a program to produce a lightweight version of the second-gen Corvette”

Just like the 1955 V8, the Corvette Grand Sport was also the work of Zora Duntov. However, this project was entirely different, as the Grand Sport was conceived as a full-fledged race car. Chevrolet was no longer involved in motorsport in the early 1960s, and Duntov was converned about Ford and its tremendous Shelby Cobra, which was already hitting the race track with good results. Zora initiated a program to produce a lightweight version of the second-gen Corvette, set to go on sale for the 1963 model year, and planned to build 125 units to allow the car to be homologated for grand touring racing. The program was kept secret, mostly because GM executives didn’t want Chevy involved in motorsport. But they found out soon enough and stopped the project after Duntov built only five cars. Fortunately, they weren’t destroyed, and went on to compete and even win a few improtant races. Powered by V-8 engines rated at up to 550 horsepower, the Grand Sport was driven by famed race car drivers such as Roger Penske, A.J. Foyt, and Jim Hall.

Due to its interesting story and limited production run, the Grand Sport is among the most coveted and valuable Corvettes ever built.

1961 Corvette Mako Shark

Like the Grand Sport, the Mako Shark isn’t a production car. Designed in 1961 by Larry Shinoda and Bill Mitchell, the Mako Shark was the concept car that previewed the second-generation Corvette. As the name suggests, it was partly inspired by the shortfin mako shark, the fastest-swimming shark in the world, capable of bursts of speed of up to 42 mph. A tremendous success on the auto show circuit, the Marko Shark, was sleek, had side-exit exhaust pipes, and its paint scheme matched that of an actual shark with the blue-gray upper surface gently blending into the white underside. The C2-generation Corvette that followed in 1963, also known as the Sting Ray, borrowed several design cues from the Mako Shark, including the muscular fenders, the windscreen, and the pointy front fascia. The concept was redesigned in 1965 into the Mako Shark II, which eventually went on to inspire the third-generation Corvette, launched in 1968.

1967 Corvette Sting Ray L88

“Not only more powerful, the L88 engine was also closer to a pure racing powerplant than any other engine Chevy had ever offered”

Significantly more aggressive than its predecessor design-wise, the C2-gen Corvette also spawned higher performance versions. The L88 was the C2 to end all C2s and arrived in the generation’s final year on the market, 1967. The badge came from the engine, as the L88 was a beefed-up variant of the 7.0-liter V-8 that Chevrolet introduced in 1966. Not only more powerful, it was also closer to a pure racing powerplant than any other engine Chevy had ever offered in a production car. It had lightweight heads and bigger ports, hotter camshaft, stratospheric 12.5:1 compression, an aluminum radiator, small-diameter flywheel, and a single huge Holley four-barrel carburetor. The very high compression ratio required 103-octane racing fuel, which wasn’t widely available at U.S. service stations. Output was officially rated at 430 horsepower, but word has it that the L88 was actually capable of around 560 horses at 6,400 rpm. Naturally, the L88 didn’t come cheap. With the Positraction, transistorized ignition, heavy-duty suspension, power brakes, and radio and heater delete options made mandatory with the package, the L88 added an extra $1,500 over the base $4,240 price. As a result, only 20 units were sold, which makes the L88 one of the rarest Corvettes ever built.

1969 Corvette ZL1

“The first-ever ZL1 was offered for the 1969 model year only”

The third-generation Corvette was introduced in 1968, just as the muscle cars were getting bigger and becoming more powerful. This came to a halt in the early 1970s when the oil crisis and new regulations nearly killed the high-power V-8, but the C3 had a few good years. The Corvette ZL1 is arguably the most exotic example. Now sporting a sleeker, even more aggressive design, the C3 also spawned new engines and upgrade packages. The ZL1 was offered for the 1969 model year only and added an all-aluminum, 7.0-liter big-block which was developed primarily for racing. The engine was officially rated at 430 horsepower, but testing revealed that output was actually at around 460 horsepower. The ZL1 was quick enough to run the quarter mile in 12.1 seconds. But much like the L88, it was highly expensive, adding a whopping $4,700 to the Corvette. It’s probably why only three were sold. The main reason why I’ve included the ZL1 on this list is that it was the fastest production car ever made back in 1969.

1988 Corvette Callaway Sledgehammer

“The Sledgehammer had a top speed of 254.7 mph!”

For our next Corvette, I’m going to step away from the Chevrolet-made cars. I know it’s not exactly, but a Top 10 Corvette list without the Sledgehammer is incomplete. If you’re not familiar with Callaway Cars, it was established in 1977, and it’s been modifying engines ever since. Callaway began altering Corvettes in the 1980s and became famous when its twin-turbo kit for the C4 became a dealer option. The Callaway Twin Turbo Corvette was introduced in 1987, but it took the firm one more year to produce its most radical design yet. Based on the highly criticized C4-generation Corvette, which hit the market with delays and various issues, the Sledgehammer actually helped te fourth-gen car gain some notoriety. Heavily modified on the outside, the Sledgehammer was more than just a pimped-up Corvette.

The aggressive exterior was backed by a massively powerful drivetrain that sent no less than 898 horsepower and 772 pound-feet of torque to the wheels. The incredible output was achieved using a NASCAR-spec engine block with Mahle pistons and forged connecting rods, as well as a Brodix aluminum head and a pair of turbochargers from Turbonetics. The suspension was designed with help from Carroll Shelby, while the 17-inch aluminum wheels were wrapped in bespoke Goodyear tires. The sprint to 60 mph took only 3.9 seconds, while the quarter-mile run took just 10.6 clicks. These were incredible figures for the 1980s and are still impressive in 2017.

“The sprint to 60 mph took only 3.9 seconds, while the quarter-mile run took just 10.6 clicks”

But the Sledgehammer’s most impressive feat is its top. In October 1988, with John Lingenfelter behind the wheel, Callaway’s super coupe hit a record top speed of 254.7 mph. Although the benchmark wasn’t filed as a Guinness world record due to Sledgehammer being a unique car, it stood as the world’s fastest road-legal car until 2010, when Bugatti hit 267.8 mph with the Veyron Super Sport. The standard Veyron is actually almost one mph slower than the Sledgehammer. And we’re talking about a car built in 2005 with far more modern technology.

And that’s why the Sledgehammer deserves a place on this list.

1990 Corvette ZR-1

“Co-developed with Lotus, the ZR-1 set a number of endurance world records”

While the Sledgehammer wasn’t available for purchase, the Callaway Twin Turbo package was, and its success prompted Chevrolet to build its very own high-performance version of the Corvette. The opportunity to do this arrived in the mid-to-late 1980s after General Motors acquired Group Lotus. The Corvette division approached the British firm with the idea of developing the world’s fastest production car based on the C4 Corvette and Lotus went on to design the iconic LT5 engine. Using an aluminum block, four overhead camshafts, 32 valves, and a unique air management system, the V-8 generated 375 horsepower, 125 horses more than the standard Vette at the time. In addition to the engine, Lotus also helped design the ZR-1’s braking and steering systems. The 5.7-liter V-8 engine was upgraded to 405 horsepower and 385 pound-feet of torque when the C4 Corvette was updated in 1993. When it first hit the market, the ZR-1 needed only 4.4 seconds to hit 60 mph, while its top speed was estimated at more than 180 mph. The coupe actually set a number of world records, including the 12 Hours Endurance at 175.5 mph, the 24 Hours Endurance at 175.8 mph, and running for 5,000 miles at 279.6 mph. The C4 ZR-1 was the first vehicle to wear the badge since 1971, but as we’ll see below, it wasn’t the last.

2001 Corvette Z06

“The C5 Z06 reintroduced the Z06 badge and turned the Corvette into a modern, track-oriented vehicle”

Although it dates back to 1963, when it was created as a performance package that circumvented an SCCA racing ban, the Z06 badge was shortlived until the 2000s. Launched as a spiritual successor to the C4 ZR-1, the C5 Z06 had a similar approach. The exterior was closely related to the standard model, but the drivetrain was different. The new LS6 engine was a higher output, tuned version of the regular LS1 and initially developed 385 horsepower. This was less than the ZR-1, but the Z06 was much lighter, which gave it a superior power-to-weight ratio. It was also significantly more affordable, which helped it become a more mainstream proposition. The 2002 update increased power to 405 horsepower, which resulted in a 0-to-60 mph sprint of 3.9 seconds and a quarter-mile run of 12.4 clicks. A carbon-fiber hood introduced with the Commemorative Edition made the Z06 even lighter. Production ended in 2004 as Chevrolet began working on the C6-generation car. While the following Z06 models were faster and more powerful, I went with the C5 model because this was the car that reintroduced the Z06 badge and turned the Corvette into a modern, track-oriented vehicle.

Although the Z06 was first introduced as a spiritual successor to the ZR-1, the two nameplates eventually became regular versions of the Corvette beginning with the C6-generation model. While the Z06 returned in 2006 and was built until 2013, the ZR1 made a comeback in 2009, after a 19-year hiatus. While the Z06 had a 7.0-liter LS7 under the hood, the C6-gen ZR1 was unveiled with a supercharged, 6.2-liter LS9 V-8. The mill produced 638 horsepower, 133 more than the Z06, and at the time of its launch, it was the most powerful Corvette ever made at the factory. It was also the quickest, needing only 3.4 seconds to hit 60 mph from a standing start. Its top speed was rated at 205 mph, another record for a Corvette. It also made extensive use of carbon-fiber, having the roof, engine hood, fenders, front splitter, and rocker moldings made from the lightweight material. It was also equipped with the larger wheels ever used on a production Corvette, carbon-ceramic brakes, and Magnetic Selectiv Ride Control with sensors to automatically adjust stiffness levels based on road conditions and vehicle movement. A supercar in its own right!

“Although it's the last vehicle on my list, it's the most extreme Corvette ever built”

Finally, we’re moving on to the latest Corvette ZR1, unveiled in October 2017. Although it’s the last vehicle on my list, it’s the most extreme Corvette ever built. A significant upgrade in terms of exterior design compared to the current Z06, the ZR1 sports the most comprehensive aerodynamic package Chevy has ever created for a road car. On top of the redesigned front bumper and the massive bulge on the engine hood, the ZR1 comes with two distinct rear wings. There’s a standard low wing that delivers up to 70-percent more downforce and the highest top speed and a motorsport-spec high wing that provides maximum downforce for the quickest lap times. That’s a first for any Corvette. Under the hood, lurks the most powerful engine Chevy has built to date. Dubbed LT5, the 6.2-liter V-8 uses a massive supercharger to generate a whopping 755 horsepower and 715 pound-feet of torque. It sprints from 0 to 60 mph in less than three seconds and tops out at more than 210 mph, yet another record for the Corvette. The new ZR1 is also the first vehicle of its kind to use an automatic transmission thanks to the eight-speed option offered alongside the standard seven-speed manual.

This concludes my list of the greatest Corvettes ever built. A list I probably won’t alter until Chevy introduces the much-rumored mid-engined Vette. I’m well aware that this list is very subjective and that many other iconic Corvettes weren’t mentioned, so feel free to add your own in the comments section.

Chevy just released its new Corvette ZR1, and the spec sheet is just this side of insane. All told, this thing is the fastest, most powerful production Corvette ever created, with a thumping supercharged V-8 under the hood, advanced adaptive suspension components and tuning, and more wing than an international airport. All good stuff, no doubt, but what happens when you take off the roof? To find out, X-Tomi Design put together a rendering, and long story short, we approve.

The ZR1 convertible bears the same upgraded front fascia as its hardtop sibling, with aggressive, angular front intakes, a large splitter, and a taller hood to accommodate the bigger blower underneath. The wheels, fender vents, and enormous rear wing are also a carryover. Up top, though, you’ll notice the expanded headroom. If we’ve got your attention, then you’re in luck, because word has it a factory-made ZR1 convertible will break cover soon, possibly alongside the coupe version later this month at the Los Angeles Auto Show. Read on for the details.

Continue reading to learn more about the 2019 Corvette ZR1 Convertible by X-Tomi Design.

What Makes The 2019 Corvette ZR1 Convertible By X-Tomi Design Special

While overall we like the rendering, we can’t help but point out that it looks a little silly with that carbon fiber monstrosity hanging off the tail – indeed, cutting the roof off the ZR1 would do a good job in screwing up its formidable aerodynamics package. Chevy says the coupe makes close to 1,000 pounds of extra stick at speed, a vital feature when considering the ZR1’s 210-mph top speed. So what effect would a convertible have on performance?

“Cutting the roof off the ZR1 would do a good job in screwing up its formidable aerodynamics package.”

Luckily, recent spy shots seem to reveal that the factory convertible will get a few tweaks, including a less aggressive wing in back. The rest of it should be identical to the hardtop version, with as much as 755 horsepower and 715 pound-feet of torque on tap from a boosted 6.2-liter V-8. Magnetic ride suspension and a seven-speed manual transmission round it out, although we’re guessing convertible lovers will instead go for the optional eight-speed automatic gearbox.

“The real question is how a roofless ZR1 will hang on the track.”

The real question is how the roofless ZR1 will hang on the track. The aero will likely be much less effective, and with no top, the car’s torsional rigidity will take a nosedive, affecting how it corners as a result. Basically, it’ll be pretty sloppy, especially with all that tire that’s stuffed in the corners. Chevy’s engineers might counter this with additional bracing in the flanks, but that’ll inevitably increase the car’s curb weight, once again hampering performance.

Either way, we’ll keep an eye out for any further developments. What do you think? Does a ZR1 convertible make sense to you, or does it neuter this latest ultimate ‘Vette? Let us know in the comments!

Chevy just unveiled its incredible new Corvette ZR1 over the weekend, and while we have yet to get every single nitty gritty detail, our first look at the spec sheet reveals that yes, this thing is indeed a complete and utter monster. It’s a bit like the Z06 – that is, if the Z06 trained like it had the Superbowl on Sunday and a championship MMA fight on Monday. All told, the ZR1 is the fastest, most powerful production car Chevy has ever created, with all the right equipment needed to make it a full-fledged supercar. And when you consider that, it makes sense Chevy first pulled the sheets in a private event in Dubai, a town that could very well lay claim to the title of supercar capital of the world (seriously, just check out the Dubai police force!). So then, the question is this – how does the ZR1 fair when challenged by Europe’s idea of a supercar?

To find out, we’ve put together the following comparison, which will dive into the exterior, interior, drivetrain, and chassis specs of the ZR1 to see how it lines up. Playing the part of the rivals is the McLaren 570S,Porsche 911 Turbo S, and Mercedes-AMG GT S, each of which carries some serious weight in the world of top-shelf performance (not to mention a top-shelf price tag as well). Can the ‘Vette rebuff the European onslaught? Read on to find out.

Continue reading for an in-depth comparison between the Chevrolet Corvette ZR1 and Europe’s supercars.

Exterior

McLaren 570S

As expected, the McLaren of the group looks to be the closest to a “traditional” supercar in terms of exterior styling. It’s got the same proportions and cues as the brand’s halo hybrid, the world-beating, highly venerated P1. Granted, the 570S is a bit more understated, but the DNA is obvious.

In front, we find lower aero blades in the fascia, as well as teardrop-shaped, LED headlights up top. The doors open in a dihedral fashion, while a “floating tendon” design in the flanks helps to divert atmosphere into the side pod intakes, keeping it cool while also finding a good balance between max downforce and minimal drag. In back you’ll find a flying buttresses design, with the aero shaped to help extract hot air from the engine bay, while also keeping the tail planted at speed.

McLaren 570S – exterior dimensions

Wheelbase (Inches)

105.1

Length (Inches)

178.3

Width (Inches)

82.5

Height (Inches)

47.3

Porsche 911 Turbo S

Not much surprise here – the 911 Turbo S looks like just about every other 911 on the road, save for a few unique touches here and there. The differences between the Turbo and Turbo S are even harder to pick out. However, if extra style and aero stick are what you’re after, then you can get yours with a factory body kit that adds a new wing element in the rear, new side skirts, and a few new front lip spoilers in the corners of the fascia.

The S also gets unique center-locking wheels, with a motorsport-inspired design and a 20-inch diameter. Full LED headlights come as standard, while narrow LED daytime running lights are in the lower corners of the front bumper. In back are 3D brake lights, as well as standard black exhaust tips. The latest model year also gets specialty colors like Miami Blue and Lava Orange.

Porsche 911 Turbo S – exterior dimensions

Wheelbase (Inches)

96.5

Length (Inches)

177.4

Width (Inches)

74

Height (Inches)

51

Mercedes-AMG GT S

Out of all the entries on this list, the Mercedes-AMG GT S is undoubtedly the most elegant. While aggressive and sporty, the Merc balances out with a good bit of refinement as well, looking more luxurious and comfort-oriented than most other modern exotics.

Regardless, the Merc still uses plenty of carbon fiber, and incorporates styling cues from arguably the world’s first supercar, the Mercedes-Benz 300SL. The means it gets an extended hood line and cab-back proportions, with long, straight lines that give it that rocket sled sort of feeling. The headlights stretch back into the fenders, while the front fascia gets a rounded central intake and a thinner lower intake. The side intakes cool the brakes, while thin taillights take up a spot in the rear. The rear glass also extends down into the trunk, once again enhancing the car’s sense of length. Just ahead of those large wheels up front are the requisite fender cutouts, which are just for show, but look quite good all the same.

Mercedes-AMG GT S – exterior dimensions

Wheelbase (Inches)

103.5

Length (Inches)

179

Width (Inches)

76.3

Height (Inches)

50.7

Chevrolet Corvette ZR1

From refined elegance, to shock and awe – the Corvette ZR1 is a rather striking thing to behold. It’s like a great white shark with more downforce, an apex predator that’s very, very hungry. Chevy pulled no punches with the styling, equipping the ‘Vette with an all-new front fascia. In fact, the whole front clip is new, including the sharpened intakes and wider fenders.

Of course, the ZR1’s new exterior isn’t just for looks – this thing is effective at speed as well, with extensive wind tunnel testing yielding some pretty impressive results in terms of aero. A variety of packages are offered to give buyers a choice of downforce levels, with the ZTK Performance Pack throwing in something called the High Wing that’ll make as much as 950 pounds of extra stick at speed, roughly 60 percent more than a modern Z06 equipped with the Z07 Performance Package. The wing is also adjustable, with up to 5 degrees of tunability to better suit the driver’s preferences on the track. In addition, the ZTK pack adds a more effective front splitter, which is made from carbon fiber and sandwiched by vertical end plates. A Low Wing configuration is also on deck, which is less aggressive, but still manages to produce 70 percent more downforce than the base model Z06.

“Of course, the ZR1’s new exterior isn’t just for looks – this thing is effective at speed as well, with extensive wind tunnel testing yielding some pretty impressive results in terms of aero.”

In fact, the wings are so effective, Chevy had to mount them directly to the chassis, similar to the C7.R racing machine. The wing uses a cast aluminum truss structure that hooks up to the bumper beam, which is necessary because otherwise, all that downforce would deform the trunk. Impressive.

Up front, you’ll find a redesigned hood to accommodate the new supercharger, offering more clearance while also keeping the powerplant cool with carbon fiber louvers. The wheels are staggered at 19 inches in front and 20 inches in back. More eye-catching styling can be had with the Sebring Orange Design Package, which adds a searing shade of carrot color to the body panels, brake calipers, side skirts, and splitter, not to mention select interior components like the stitching and seat belts. Extra bronze aluminum trim was added as well.

Chevrolet Corvette ZR1 – exterior dimensions

Wheelbase (Inches)

106.7

Length (Inches)

176.9

Width (Inches)

77.4

Height (Inches)

48.6

Interior

McLaren 570S

As part of McLaren’s Sport Series line, the 570S was designed specifically to offer more space and greater usability as compared to the rest of the brand’s more hardcore models. A full infotainment system is equipped, with info relayed to the driver via a new digital instrument cluster behind the flat-bottom steering wheel and a 7.0-inch touchscreen in the dash. There’s integrated climate control, Bluetooth support, and either digital or satellite radio for aural diversions. Leather upholstery was added to the seats, dash, and steering wheel, with further customization options offered with Alcantara, Nappa leather, and carbon fiber trim. A Bowers & Wilkins stereo with 12 speakers is also on the options list.

And while it’s a bit more comfortable than other McLarens, the 570S is still very much driver focused and performance oriented, a characteristic that’s complemented by the option for racing bucket seats.

McLaren 570S – interior dimensions

Cargo room

5.3 cubic feet

Porsche 911 Turbo S

Like the exterior, the interior of the 911 Turbo S is more or less a carryover from years before. There are carbon inlays added to the dash, center console, and the central transmission tunnel, while a 360 mm (14.2-inch) diameter steering wheel offers influences from Stuttgart’s hybrid halo car, the 918 Spyder. Equipped with the Sport Chrono Package, the 911 Turbo S also gets an analog clock mounted high on the dash. A variety of buttons and mode switches are spread out just about everywhere, including on the steering wheel and central tunnel, offering inputs for the various performance systems and infotainment features.

Speaking of infotainment, the 911 offers Porsche’s Communication Management with Online Navigation, plus a standard Connect Plus module, Wi-Fi hot spot, Bluetooth support, and USB connections for your smartphone. A small touchscreen is mounted in the center console. Standard spec is a Bose stereo system, while upgrades include a Burmester stereo system.

Porsche 911 Turbo S – interior dimensions

Cargo room

5.1 cubic feet

Mercedes-AMG GT S

One look is all you need to confirm just how lovely it is inside the Mercedes-AMG GT S. This handsome interior layout draws its inspiration from various aviation and motorsport themes, while never ignoring Merc’s commitment to luxury. The center console is broad and comes studded with controls set in a glossy surround that’s meant to mimic the shape of the engine’s “vee” configuration. The flat-bottom steering wheel is covered in Alcantara and gets a top center mark, while the broad dash wraps around the occupants, continuing the lines of the concave doors to give it an enhanced sense of volume. High-end materials abound, with leather upholstery and trim made from both aluminum and carbon fiber. Red contrast stitching rounds it out.

Mercedes-AMG GT S – interior dimensions

Headroom

39.5 inches

Cargo room

10.1 cubic feet

Chevrolet Corvette ZR1

Inside the Corvette ZR1, the look and layout is once again reminiscent of the Z06, offering the same driver-focused layout as before, but with a few extra premium touches here are there. Overall, The ZR1 looks and feels like a high-powered GT car, rather than a stripped-down track car, with leather upholstery for the seats, suede microfiber inserts, and the option for Napa leather upholstery. The flat-bottom steering wheel also gets a good deal of carbon fiber trim, while options include a Bose audio system. A performance data recorder provides numbers to back your tales of on-track heroics. Funny enough, this thing even gets 15 cubic feet of cargo room – talk about practical!

Chevrolet Corvette ZR1 – interior dimensions

Headroom (Inches)

38

Legroom (Inches)

43

Shoulder Room (Inches)

55

Hip Room (Inches)

54

EPA passenger volume (cu. ft. )

52

Cargo volume (cu. ft.)

15

Drivetrain

McLaren 570S

Mounted behind the cabin of the McLaren is a detuned version of the twin-turbo 3.8-liter V-8 you get in the 650S and P1, this time around rocking 562 horsepower at 7,400 rpm and 443 pound-feet of torque at 5,000 rpm. Routing it all to the rear wheels is a seven-speed dual-clutch transmission. Properly applied, the 570S can hit 62 mph in 3.2 seconds and 124 mph in 9.5 seconds, continuing on to a top speed of 204 mph.

McLaren 570S – Drivetrain Specifications

Engine

twin-turbo 3.8-liter V-8

Horsepower

562 HP @ 7,400 RPM

Torque

443 LB-FT @ 5,000 RPM

0 to 60 mph

3.2 seconds

Top Speed

204 mph

Porsche 911 Turbo S

Per tradition, the 911 Turbo S mounts its engine in the rear, with a flat-six configuration for the cylinder banks. Displacement is rated at 3.8 liters, which gets boosted by two new turbos to produce as much as 580 horsepower at 6,400 rpm and 553 pound-feet of torque at 2,250 rpm. A seven-speed PDK transmission sends the muscle to the ground, where all four wheels get fed for a dollop of AWD grip. Put it in all the right settings, and the 911 Turbo S will hit 60 mph in 2.9 seconds, while continuing on to a top speed of 205 mph.

Porsche 911 Turbo S – Drivetrain Specifications

Engine

4.0-liter V-8

Horsepower

580 HP @ 6,400 RPM

Torque

553 LB-FT @ 2,250 RPM

0 to 60 mph

2.9 seconds

Top Speed

205 mph

Mercedes-AMG GT S

Under that long hood line on the Mercedes is a twin-turbocharged 4.0-liter V-8. Thanks to its Piezo fuel injectors, indirect intercooling, and Nanoslide coating for the cylinder walls and piston rings, output comes to 515 horsepower at 6,250 rpm and 479 pound-feet of torque at 1,750 rpm. The 0-to-60 mph run is done in 3.7 seconds, while top speed of 193 mph. Made from all aluminum, the V-8 is also relatively lightweight, while a “Hot Vee” configuration for the turbo placement yields faster spool time. Finally, a dry-sump oil system offers better high-G lubrication and a lower engine mounting position.

Mercedes-AMG GT S – Drivetrain Specifications

Engine

4.0-liter V-8

Horsepower

515 HP @ 6,250 RPM

Torque

479 LB-FT @ 1,750 RPM

0 to 60 mph

3.7 seconds

Top Speed

193 mph

Chevrolet Corvette ZR1

I’d be lying if I said the Corvette ZR1’s most enticing feature was anything other than the outrageous monster powerplant lying in wait in the nose. Dubbed the LT5, this supercharged 6.2-liter V-8 uses an aluminum block and head, similar to the Z06. However, the LT5 is unique to the ZR1 (for now at least) and offers much more than a little tune-up. The entire power and torque curve is fatter, with as much as 105 extra horses and 65 extra pound-feet compared to the C7 Z06. That means the ZR1 maxes out at an impressive 755 horsepower at 6,300 rpm and 715 pound-feet of torque at 4,400 rpm.

Hitting the pavement through outrageously wide rear tires, all that go should translate into a 0-to-60 mph time of 2.5 seconds. Chevy didn’t give us an exact figure on the benchmark, but did say the ZR1 should eclipse 210 mph at the top end.

“The ZR1 maxes out at an impressive 755 horsepower and 715 pound-feet of torque, which we expect to translate into 2.5 seconds to 60 mph. 210 mph is possible at the top end.”

To keep it cool, the ZR1 equips two intercoolers and four extra radiators, bringing the total number of heat exchangers to 13, which is critical when considering the overheating issues that have plagued the new Z06. The ZR1’s Eaton supercharger is also new, offering a 52-percent increase in displacement compared to the LT4 ‘Vette, standing nearly 3 inches taller as well (hence the new hood). There’s also a 4-inch diameter throttle body engineered specifically for the ZR1, which is the biggest throttle body ever added to a ‘Vette from the factory. Keeping the thirsty ‘eight topped off is a dual fuel-injection system, with both direct injection and port injection used to keep those pony juices flowing. A seven-speed manual gearbox with rev match comes as standard, while an eight-speed automatic with paddles is optional.

Chevrolet Corvette ZR1 – Drivetrain Specifications

Engine

LT5 6.2L Supercharged V-8 with direct and port injection

Horsepower

755 HP @ 6,300 RPM (SAE certified)

Torque

715 LB-FT @ 4,400 RPM (SAE certified)

Transmission

7-speed manual with Active Rev Match 8-speed paddle-shaft automatic

0 to 60 mph

2.5 seconds

Top Speed

210 mph

Chassis And Handling

McLaren 570S

Under the skin of the McLaren is an all-carbon chassis dubbed the MonoCell II, which was revised in order to better suit the rigors of daily driving duty. However, McLaren still managed to keep off the heft, as the whole chassis weighs just 176 pounds.

That concern for lightness was extended to the rest of the car as well, and the result is a curb weight of just 2,895 pounds. That means it’s got an impressive power-to-weight ratio too, with 428 horsepower per metric tonne. The weight is distributed 42 percent in the front and 58 percent in the rear, and is managed by unique suspension tuning with adaptive dampers and dual wishbones. Multiple drive modes offer some flexibility, while carbon ceramic brakes make it stop and Pirelli P Zero Corsa tires make it grip.

Porsche 911 Turbo S

Like all 911’s, the Turbo S benefits from its unique engine configuration to offer drivers a distinctive experience behind the wheel, and even though it’s AWD, the rear-engine should provide some decent rotation if properly provoked. It’ll stop real good as well, coming equipped from the factory with Porsche’s carbon ceramic brake package, mounting larger discs than the standard Turbo (up to 410 mm, or 16.1 inches, in the S). Six-piston calipers are used up front, while four-pots are in the rear. Finally, the front wheels are 9 inches wide, while the rears are 11.5 inches wide, an increase of half an inch overall.

Mercedes-AMG GT S

While it might look like a bit of a luxury bruiser, the Mercedes-AMG GT S is actually surprisingly lightweight, tipping the scales at roughly 3,600 pounds. To keep it planted, there are double wishbones in the front and rear, with lots of aluminum used for the construction. The AMG also gets electronically controlled damping as standard on the S model, plus multiple drive modes adjustable inside the cabin if desired. Speed-sensitive steering is also standard, while high-performance composite brakes can be swapped for carbon ceramic units if desired. The wheels are staggered at 19 inches in front and 20 inches in the rear, and three-stage stability control lets you pick how much electronic intervention you’d like.

Chevrolet Corvette ZR1

If it’s just straight-line speed and power that you’re after, there are cheaper options than the ZR1 (did someone say Dodge Demon?). Instead, the ZR1 mates its prodigious output with the chassis and suspension pieces required to put them to use on a track with corners.

While it’s got basically the same suspension set-up as the Z06 (magnetorheological dampers, front and rear get double wishbones, etc.), the ZR1 stands outs thanks to unique tuning for greater performance. The ZTK Performance Pack enhances this with further tweaks to the Magnetic Ride Control components and chassis, as well as Michelin Pilot Sport 2 tires. Additional features include Magnetic Selective Ride Control, a variable-ratio rack-and-pinion steering set-up with electric assist, and an electronic limited-slip differential.

“While it’s got basically the same suspension set-up as the Z06, the ZR1 stands outs thanks to unique tuning for greater performance. Carbon fiber offsets the weight of the bigger blower.”

In terms of weight, the ZR1’s bigger blower and cooling bits undoubtedly add quite a bit of heft, but it was offset thanks to the inclusion of additional carbon fiber components. For example, the hood, engine cover, rear quarter panel, roof, front splitter, side rail, and intake are all made from the stuff, which results in a final curb weight of 3,524 pounds.

There’s also more than plenty of meaty tire in the corners, with the ZR1 adding a full half-inch of width to each wheel. That means you get 10.5 inches of rubber per side in front and an astonishing 12 inches per side in the rear. Yep, you read that right – 2 full feet of tire in back. Sizing for the stuff is measured at 285/30 in front and 335/25 in back. Making it stop are carbon ceramic rotors, measured at 15.5 inches in front and 15.3 inches in rear, with fixed six-pot front calipers and four-pot rear calipers.

Prices

McLaren 570S

$188,600

Porsche 911 Turbo S

$188,100

Mercedes-AMG GT S

$132,400

Chevrolet Corvette ZR1

$120,000 (estimate, market debut scheduled for next spring)

Conclusion

Lined up against the McLaren 570S, Porsche 911 Turbo S, and Mercedes-AMG GT S, the Chevrolet Corvette ZR1 has a few glaringly obvious deficiencies. First off, let’s talk about styling – while the ‘Vette looks like some kind of overwrought tuner special, the other three entries have style and panache, turning heads like a passing celebrity. By contrast, the ZR1 turns heads like a lion chowing down on a gazelle.

Unfortunately, the same goes for the interior specs. Once again, the European supercars offer luxury and opulence, with well-crafted layouts and superlative comfort. Meanwhile, the ‘Vette screams cost cutting.

“Depending on what kind of enthusiast you are, hyper-aggressive exterior styling and a cheap-o interior might not matter. What really matters is what happens when you put your foot down or take a corner.”

But here’s the thing – depending on what kind of enthusiast you are, all the above might not matter. What really matters is what happens when you put your foot down or take a corner, and by those measurements, the ZR1 is absolutely worthy of keeping company with Europe’s supercars.

Granted, the way the ‘Vette goes about making its speed is a bit… let’s say simplistic. Maybe old school would be the more appropriate term. Either way here’s the formula – huge tires, huge wing, huge engine. Sure, the ‘Vette has fancy adaptive suspension and an electronic diff, but compared to the other three entries examined here, there’s no denying that the ZR1 is a bit of a blunt instrument.

“Yes, the ZR1 is a bit of a blunt instrument, but when you put it all together, what you get is top-shelf supercar performance.”

But again, that just doesn’t matter, because when you put it all together, what you get is top-shelf supercar performance. Yes, it’s a brute force approach to going fast, but it’s also brutally effective. Long story short, we’d pit the ZR1 against any of the above-mentioned European supercars on the track, and Chevy should be proud of that. Throw in the fact the Chevy should be significantly easier on the bank account, and the bad taste left by that wing-tastic exterior and plastic-heavy interior starts to fade.

The ZR1 won’t be sold in Europe, and rightfully so. This thing isn’t subtle. It isn’t refined. It isn’t luxurious. But that’s not the point. Folks aren’t gonna buy the ZR1 because of the quality of the seat stitching. They’ll buy it because it’ll hang with the best of the best from Europe for far less outlay, and that’s the point.

With Chevrolet blowing the doors off to signal the arrival of the incredible Corvette ZR1, now the sole holder of the title “most powerful Chevrolet car in history,”
we all knew that it would only be a matter of time before the discussion about the sports car turned to its possible exploits at the world’s most famous race track. It shouldn’t come as a surprise, then, that barely a few days have passed since the Corvette burst into our lives and yes, there’s already talk of it conquering the Nurburgring.

Corvette Chief Engineer, Tadge Juechter, broke the news to Road &Track, saying that Chevy will, in fact, attempt a flying lap around the 12.9-mile Nordschleife section of the ring with the goal of posting a lap time below seven minutes. Considering that only four street-legal, production cars – the Porsche 911 GT2 RS,Lamborghini Huracan LP640-4 Performante,Porsche 918 Spyder,Lamborghini Aventador LP750-4 Superveloce – have ever accomplished that feat, the Corvette ZR1 is most certainly shooting for the stars and making no apologies about it. Since that planned trip to Germany isn’t for another few months, expect the discussion surrounding the ZR1’s potential to build up ahead of its eventual run at the ‘Ring. Hopefully, that happens sooner than later because with what the ZR1 is packing – 755 horsepower and a menu of advanced aero tech – that goal appears to be there for the taking.

Continue after the jump to read the full story.

Can the Chevrolet Corvette ZR1 actually do it?

“Chevy will attempt a flying lap around the 12.9-mile Nordschleife section of the ring with the goal of posting a lap time below seven minutes”

It’s too early to tell at this point, but based on its power numbers and the fact that it’s dripping in aerodynamics, I’d rate the Corvette ZR1’s chance of pulling a sub-seven minute lap time at the Nurburgring as “pretty good.” I’m not going to go so far as to say that it’s an absolute certainty, though, because if you really think about it, there should be more than just four production cars to post that kind of time in the track. But, whether its driver nerves, inclement weather, or just straight up underestimating the challenges posed by the track, a lot of cars that looked to be locks on paper failed to live up to the hype.

That said, I am confident that the Corvette ZR1 can not only accomplish it, but do so handily. It certainly has the power to get the job done. It should have the pace too, considering that there’s a good chance that this car can sprint from 0 to 60 mph in around 2.5 seconds and hit speeds in excess of 210 mph. Combine all that with Chevrolet’s focus on making the car potent in aerodynamics and handling, and you have a machine that looks to be poised to break a few lap records in the process. I won’t go so far as to say that it can break the 911 GT2 RS’ record lap of 6:47.25 at the ‘Ring, but I do think that, if everything breaks right for Chevy during the Corvette ZR1’s run, the latter has a chance to approach – maybe even eclipse – the 6:55 lap time of the Porsche 918 Spyder.

Only time will provide the answer to the question we’ve all been asking so, hopefully, the ZR1’s run at the ‘Ring takes place early next year. It’d be a shame to start building up the hype this early only for the buzz to lose its sustainability. Let’s get to it, Chevrolet. You’ve done great work with the Corvette ZR1. Now it’s time to unleash it and see what it can really do with the eyes of the world watching it.